U.S. patent number 5,474,354 [Application Number 08/378,843] was granted by the patent office on 1995-12-12 for method of lifting a vehicle load cover.
Invention is credited to Aldon E. Beale.
United States Patent |
5,474,354 |
Beale |
December 12, 1995 |
Method of lifting a vehicle load cover
Abstract
Methods are provided for placing a cover lifter at a position at
which a cover for a load-carrying vehicle (such as a standard
gondola car) must be lifted to form a non-load-formed peak. A web
is quickly installed, and need be installed only at the locations
at which there is a valley in the load. The web is placed
transversely across the car generally in the horizontal plane of
the top of the car. The web supports the cover lifter which is
initially (during placing of the cover over the web and the loaded
car) flat and generally in the plane of the top of the car. After
placing the web tightly on the car, and then securely tying the
cover to the car over the web, the cover lifter is raised and
causes the cover to stretch in a controlled manner and form a
lifter-peak, which is a non-load-formed peak at just the location
at which the load did not form such a load-formed peak, but did
form a valley.
Inventors: |
Beale; Aldon E. (Littleton,
CO) |
Family
ID: |
22327398 |
Appl.
No.: |
08/378,843 |
Filed: |
January 26, 1995 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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109388 |
Aug 19, 1993 |
5393117 |
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Current U.S.
Class: |
296/100.18;
29/448 |
Current CPC
Class: |
B60J
7/104 (20130101); Y10T 29/49867 (20150115) |
Current International
Class: |
B60J
7/08 (20060101); B60J 7/10 (20060101); B60J
007/00 () |
Field of
Search: |
;296/100,110,120.1,118,101,104 ;105/377.02 ;29/448 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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567130 |
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Apr 1923 |
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FR |
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3999 |
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1885 |
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GB |
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Primary Examiner: Pape; Joseph D.
Attorney, Agent or Firm: Martine, Jr.; Chester E.
Parent Case Text
This application is based on parent application Ser. No. 08/109,388
filed Aug. 19, 1993, now U.S. Pat. No. 5,393,117, and is a
divisional application based on such parent application.
Claims
What is claimed is:
1. A method of transforming a surface that is at least partly
planar into a surface that is mostly three dimensional, said planar
surface having a perimeter, said planar surface including a pair of
spaced axially extending sides, said sides defining said perimeter
and a plane of said planar surface, said three dimensional surface
having at least one peak above said plane and one or more sloped
surfaces between said peak and said perimeter, said method
comprising the steps of:
placing a flexible web transversely across said sides at an axial
position at which it is desired to define said peak, said web
having opposite ends, said web being attached to a two dimensional
peak former tool having a peak-forming length for defining a
desired spacing of said peak relative to said plane, said peak
former tool attached to said web being in a first position in said
plane and under said surface;
stretching said web in said axial position to define a platform
generally in said plane; and
moving said peak former tool from said position in said plane to a
peak-forming position under said surface to cause said peak to form
and define said three dimensional surface.
2. A method according to claim 1, further comprising:
placing a cover over said stretched web and said tool in said
position in said plane, said cover being on said tops to define
said planar surface and being stretched by said tool in said
peak-forming position thereof to define said three-dimensional
surface.
3. A method according to claim 2, further comprising:
said web placing step including having said web be fabricated from
material having a first resistance to stretch; and
said cover placing step including having said cover be fabricated
from material having a second resistance to stretch;
said first resistance being greater than said second
resistance.
4. A method according to claim 1, said sides and said top being
parts of a vehicle designed to carry a load, said planar surface
being coextensive with a cover used to protect said load, said
method further comprising:
mounting said cover across said sides on said tops and on top of
said stretched web and said tool; and
tying said cover tightly to said vehicle to define said planar
surface;
said moving step being effective to cause said cover to stretch
upwardly and define said at least one said peak to define said
three-dimensional surface.
5. A method of transforming an upper surface of a cover for a load
carried by a vehicle, said transforming being from a load-defined
shape having a load-defined peak defined by said load, said
transforming being to a combination shape defined by said
load-defined peak and a second peak, said upper surface having a
perimeter defined in part by a pair of spaced axially extending
sides of said vehicle, each of said sides having a top, said tops
defining a portion of said perimeter and a plane assumed by said
upper surface in the absence of said load thereunder and without
said second peak, said method comprising the steps of:
placing a flexible web transversely across said sides at an axial
position at which it is desired to define said second peak, said
web having opposite ends, said web being attached to a two
dimensional peak former tool having a peak-forming length for
defining a desired spacing of said peak relative to said plane,
said peak former tool attached to said web being in a first
position in said plane;
stretching said web in said axial position to define a platform
generally in said plane;
mounting said cover tightly over said web and said tool and said
load to define said load-defined shape in said cover; and
moving said peak former tool from said position in said plane to a
peak-forming position to cause said cover to stretch and assume
said combination shape.
6. A method according to claim 5, said load defining at least one
valley adjacent to said load-defined peak, further comprising:
said axial position of said placing step being axially aligned with
said at least one valley;
said mounting step placing said cover over said at least one valley
to position said second peak over said at least one valley.
7. A method according to claim 5, said load defining a plurality of
said at least one valleys, further comprising:
said placing step being performed with one of said webs
corresponding to each of said plurality of valleys.
8. A method of lifting a cover secured over an open top vehicle
designed to carry a load which defines a valley upon being loaded
into said vehicle, said valley having a maximum height below said
top of said vehicle, said method comprising the steps of:
placing said load in said vehicle to define at least one of said
valleys;
observing said load to identify a location at which said at least
one valley and any other ones of said valleys have been defined in
said vehicle;
placing a support transversely on said vehicle across said top at
each of said locations as was identified, said support being
flexible and movably attached to a two-dimensional tool;
rendering each said support rigid to define at each said location a
platform having a plane defined by said top of said vehicle;
applying said cover over all of said rigid supports and said tools
thereon; and
moving each of said tools on said support to lift said cover at
each of said locations.
9. A method according to claim 8, said vehicle having a length in
an axial direction, further comprising:
said support placing step placing said support having a length in
said axial direction substantially less than the length of said
vehicle.
10. A method according to claim 8, further comprising:
said rendering step defining said plane over said at least one
valley; and
said rotating step lifting said cover over said valley to a
position above said plane.
11. A method according to claim 8, further comprising:
said support placing step being performed with a fabric web;
and
said rendering step being performed by stretching said web across
said open top of said vehicle to render said web capable of being a
support to enable said rotated tool to lift said cover.
12. A method of transforming a surface that is at least partly
planar into a surface that is mostly three dimensional, said planar
surface having a perimeter defined in part by a pair of spaced
axially extending sides, said sides defining a plane of said planar
surface, said three dimensional surface having at least one peak
above said plane and one or more sloped surfaces between said peak
and said perimeter, said method comprising the steps of:
placing a flexible web transversely across said sides at an axial
position at which it is desired to define said peak, said web
having opposite ends and being under said at least partly planar
surface;
attaching to said web a peak-former tool having a peak-forming
length generally equal to a desired spacing of said peak relative
to said planar surface, said peak former tool attached to said web
being in a first position in said plane and under said at least
partly planar surface;
stretching said web in said axial position to define a platform
generally in said plane and under said at least partly planar
surface; and
moving said peak former tool from said position in said plane to a
peak-forming position in contact with said at least partly planar
surface to cause said peak to form and define said three
dimensional surface.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to methods of and apparatus for forming
peaks in a cover for a freight-carrying vehicle, and more
particularly, to positioning a cover lifter at axial locations
along the vehicle immediately following loading of the vehicle and
observing the load to determine those locations at which one or
more peaks need to be formed in the cover for transit, e.g., to
tighten the cover and enable it to shed liquid during transit.
2. Discussion of Prior Vehicle Cover Supports
There are many types of open-top vehicles which are designed for
carrying loads. For example, ocean-going barges, grain trucks and
railroad gondola cars are all used to carry diverse loads. Some
such loads are loose and form piles when dropped into the vehicle.
Other loads include discrete rigid items (e.g., rolls of steel),
which take up less than all of the space in the vehicle. In this
case, each discrete rigid item of the load is in effect a pile in
the vehicle. Piles of such loose material or such items may
naturally form a peak (a load-peak) which extends above the
horizontal plane defined by the top of the vehicle. In each case,
as used to describe prior cover supports and the present invention,
the word "load" includes such loose loads, such discrete items, and
other things that form a pile upon being placed in a vehicle.
Reference is here made to load-carrying vehicles which are used
when connected to other similar vehicles (such as gondola-type
railroad cars), since problems encountered in the loading of one of
such cars is compounded by the fact that a group of the cars is
assembled into a unit, and not until after loading and covering all
of the cars of the unit is the unit released from an industrial
track, for example, onto the yard track or the main line.
Therefore, delays in loading and covering any one car of the unit
will delay the release of the entire unit, which delay can be
costly to both the shipper and the railroad. Further, such gondola
cars are typical of many vehicles which carry loads that form
load-peaks.
As noted, a unit of cars must be quickly loaded and covered. With
cost factors limiting the number of people in a typical yard crew
to three people, under some current yard guidelines, it must not
take more than fifteen minutes to cover each car. Further, care
must be taken to avoid placing uncontrolled stress on covers which
protect the loads. Such uncontrolled stress often exceeds the
design strength of the cover, weakening it and reducing the
protection of the load otherwise provided by the cover. When a
cover is placed on such a loaded car, the load-peak is effective to
form a corresponding load-peak in the cover. The load-peak does not
usually extend along enough of the axial length of the car to
prevent valleys from forming in the load, and thus in the cover. A
valley is a place at which the load does not extend upwardly
through the horizontal plane at the top of the car. Thus, the top
surface of a load valley is below such plane. Depending on the
load, there can be one or more valleys in the load anywhere along
the length of the car.
A cover on the load-peak and the valley can be subject to such
uncontrolled stress as the covered valley collects snow and water.
Further, even when there is no snow or water in the valley, the
cover tends to be loose over the valley, and on reaching speed
during transit, the motion of the car through the air causes the
cover to flap uncontrollably at the valley, causing a different
type of uncontrolled stress on the cover. It may be understood
then, that if the railroad yard crew simply loads the car, and then
covers the load using a tightly fitting standard car cover or tarp,
there will most likely be at least one peak and many valleys in the
cover. During transit of the so-covered car then, there are many
conditions which will subject the cover to uncontrolled stress. If
the cover is not thereby ruined or severely damaged, the snow or
water can significantly increase the weight of the effective load
(intended load plus snow/water) carried by the car. Such high
effective load, greatly in excess of the intended load, increases
operating costs to an intolerable extent.
Others have recognized that such loads should not only be covered,
but that the cover should be supported from underneath to
supplement the natural load-peaks. One example of such supplemental
support is the use of a factory-assembled cage having a standard
length. The cage is designed to fit over a central axial portion of
the railroad car. To accommodate cars of different lengths, end
trusses and axial adjustment arrangements have been used at the
ends of the cover and the cage. These form the cover into a
double-ply joint at the end of the car, and fill in the-gap between
the end of the cage and the end of the car. In one approach to
using such a cage, a cover is mounted over the cage after an
axially extending ridge line is tied to ribs of the cage to space
the ribs at a uniform distance apart. Significantly, that distance
is set at the factory before it is known what type of car, and what
type of load conditions, will be experienced by the railroad yard
crew in the actual use of the cover and the cage. While benefits
are said to result from this approach, a substantial disadvantage
is the time required to mount the entire cage on the car even if
the load has formed many of the above-noted load-peaks. In other
words, by having to choose between using the entire cage which the
factory specified and assembled or not using any cage at all, the
railroad yard crew is not given an opportunity to select a
particular type of cover support which is needed for the particular
load which has been placed in the car. Thus, a given size crew must
spend too much time erecting the cage or trying to add to the
number of members in the crew. If the crew does not use the cage to
support the cover, the crew risks having the uncontrolled stress
ruin the cover. With crew sizes limited, and shippers requiring
that loads such as rolled steel be covered at all times, in using
the pre-set cages, the limited size crew has to work too fast,
risking injury. Further, the unnecessary parts of the cage add to
the extra weight carried by the car, and increase the cost of the
supports needed to keep the cover peaked over the load valleys. All
of these factors add to operating costs without generating
revenue.
As a result, there is still a need to provide a way to support a
vehicle car cover to form one or more yard-crew-defined-peaks
therein at axial locations selected by the yard crew working at the
switch yard or other loading site.
Users of other vehicles have been faced with the need to form a
compartment above the bed of a pick-up truck. In this situation, a
false floor has been provided by hinged rigid doors above the true
floor or bed of the pick up truck. The hinged doors allow access to
the storage space of the compartment below the false floor, while
providing a strong floor for use under a tent or similar structure
mounted over the truck bed. In one such system, the doors combine
to cover the entire bed of the truck. Brackets mounted on the top
of the opposite walls of the truck are adjusted axially along those
opposite walls. Corresponding brackets on opposite sides of the
walls form a bracket pair. At each axial end of the doors, a
rod/turnbuckle assembly extends across the open bed and has ends
connected to the pair of brackets to support a central hinge beam
extending from the bulkhead to the tailgate along the longitudinal
axis of the truck bed. The beam has a hinge connected to the doors
to allow the doors to pivot to an open position and provide access
to the storage space under the doors.
There are numerous examples of vehicle cover supports which use
transversely extending upwardly pre-arched ribs mounted on opposite
walls of the vehicle. In some cases, the ribs are allowed to move
out of the way of loading operations. However, such ribs do not
solve the time problem, and because in general all of the ribs stay
on the vehicle all of the time, the weight problem is not solved
either.
SUMMARY OF THE INVENTION
It is clear that the need to provide the above-described
compartment did not present the problem in which a load-carrying
vehicle has various types of load conditions which are not known to
a yard crew until the load is actually placed in the vehicle, and
where a flexible cover, such as a tarp is typically then placed
over the entire load. Also, even though such cages were used, and
even though such flat doors were used to make the compartment,
Applicant determined that there was still a need to provide a way
to form a lifter-peak only at those axial locations at which a
valley is formed because the load does not extend above the top
plane defined by the sides of an open-top load-carrying vehicle
such as a gondola car.
Whereas the pick-up truck solution taught placing two rigid doors
over the entire length of the empty bed of a truck, Applicant has
identified a need in the variable load situation to provide, at
selectively located positions along a very long and randomly-loaded
vehicle, a cover lifter able to be erected only at the valleys of
the load.
Applicant has studied the loads ordinarily carried by typical
open-top load-carrying vehicles. One study of railroad gondola cars
indicated that in numerous situations, the intended load (the
revenue-producing load) can be relied on during transit to keep the
cover above such plane defined by the top of the car. As a result,
upon completing the loading of the car, the work crew need only
determine where else along the axial length of the car the cover
should be lifted above such plane for transit. Such studies also
indicate that it is necessary to overcome the disadvantages of the
factory-formed cages because the limited-size yard crews cannot
take the time needed to install a whole cage where an entire cage
is not needed, and because of the waste of materials and the
unnecessary weight thereof.
The present invention seeks to overcome these long-felt problems by
providing methods of and apparatus for placing, at a position at
which a vehicle cover must be lifted to form a non-load-formed
peak, a web which is quickly installed, and which need be installed
only at the locations of the load valleys. The web is placed
transversely across the vehicle generally in the horizontal plane
defined by the top of the vehicle. The web supports a cover lifter
which is normally (during placing of the cover over the web and the
loaded vehicle) flat and generally in such plane. After placing the
web tightly on the vehicle, and then securely tying the cover to
the vehicle over the web, the cover lifter is raised and causes the
cover to stretch in a controlled manner and form a non-load-formed
peak at just the location of a valley, where the load did not form
such a load-formed peak.
In one embodiment of the present invention, the web is made from
fabric which is stronger (less yielding to stretching forces) than
the cover. Facilities are used to firmly tie the web to the vehicle
in a transverse position. In such embodiment, the cover lifter is
in the form of an I-beam pivotally secured to the web. A pull rope
tied to the top of the I-beam forces the I-beam to rotate and forms
therein a peak (a lifter-peak) at just the place where it is
needed. Moreover, the lifter-peak supplements, rather than
duplicates, any load-formed peaks by forming a desired lifter-peak
only at axial positions selected by the yard crew.
In a further embodiment of the present invention, a method is
provided for transforming a completely or partially planar railroad
car cover surface. The surface is either flat or only partially
flat due to a load-formed peak adjacent to one or more valleys.
Such surface is transformed into a relatively complete
three-dimensional surface (via one or more lifter-peaks) extending
above such planar surface or valleys. The planar surface includes a
planar perimeter defined by a pair of spaced, axially-extending
sides and a pair of spaced ends transverse to such sides. As
transformed, the three-dimensional surface is to have at least one
such lifter-peak above the plane of such perimeter. Preferably, the
planar surface to be transformed has a central load-formed peak,
which inherently has one or more of the valleys.
The method of the present invention contemplates a series of steps,
the first of which involves placing a flexible, fabric web
transversely across the sides of the car at an axial position at
which it is desired to define the lifter-peak (i.e., transversely
aligned with a valley). The web has opposite ends, and with the web
in the desired axial position, stretching of the web is performed
to define a platform generally in the plane of the perimeter of the
yet-to-be applied cover. With the web, or in a separate mounting
step, there is provided a two dimensional cover lifter on the web.
The lifter is initially positioned generally in that plane, which
is over the valley. A cover-engaging peak-former of the cover
lifter has a selected axial length that is short relative to the
axial length of the car. The peak-former tool is supported by a
column having a length selected according to how far above the
platform is the desired elevation of the lifter-peak which is to be
formed. Upon placing the cover on the car, the cover extends over
the planar web surface and over the cover-lifter with the column
and the peak-former tool thereof lying flat on the web in such
plane. The pivotal mounting allows the peak-former tool and the
column to be moved from the position in such plane to a
peak-forming position generally perpendicular to such plane. A
moving step moves the cover lifter from the initial planar position
in such plane to the peak-forming position to cause the peak-former
tool to form the lifter-peak and define the three dimensional
surface as having the lifter-peak. If such a peak-forming tool is
placed along the car at every valley, then without any
interconnection of the cover lifters the natural load-peaks combine
with the lifter-peaks to form a desired peak configuration which,
for example, tightens the cover all along the length of the car,
minimizing looseness of the cover and the resulting flapping as the
car rolls. These peaks in the cover also reduce the accumulation on
the cover of elements such as rain and snow.
In contrast to the prior cage which had a standard length, there is
no "standard" length or use of the cover lifter devices because
they are completely independent of each other and are not connected
to the cover. In greater detail, one or more of the cover lifter
devices may be used. Thus, the ideal use of the peak-former tools
of the cover lifter is determined only once the crew at the
car-loading site determines (1) where along the axial length of the
car must the lifter-peaks be formed, and (2) thus how many cover
lifter devices will be used. Then, without the need to take time to
interconnect the cover lifters or the webs, the webs are separately
installed on the car.
The present invention also seeks to provide methods of and
apparatus for forming a lifter-peak at one or more locations after
loading of a particular car.
The present invention further seeks to provide methods of and
apparatus for allowing lifter-peaks to be placed along the axial
length of the car at any desired location determined after loading
of the car.
Improved formation of lifter-peaks in a cover placed on the car is
provided by the present invention by using a randomly placeable
platform to support cover lifters which include peak-former tools
and a column pivotally secured to the web for movement into a cover
lifting position to form a lifter-peak in the cover.
BRIEF DESCRIPTION OF THE DRAWINGS
Other features and advantages of the present invention will be
apparent from an examination of the following detailed
descriptions, which include the attached drawings in which:
FIG. 1 is a three dimensional view of a standard size railroad
gondola car, illustrating a typical load carried by such car, where
lower parts of the load (valleys) are below a plane defined by the
tops of the walls of the car, and where upper parts of the load
extend above that plane and form load-peaks;
FIG. 2 is a side elevational view of such car, showing the axial
locations along the length of the car at which a cover lifter of
the present invention may advantageously be selectively mounted on
such car at the loading site according to the nature and location
of the load;
FIG. 3 is a perspective view showing a web extending transversely
across the car from side to side and stretched to form a platform
for supporting a cover lifter device, which is shown being on the
web in an initial, flat, "down" or retracted position;
FIG. 4 is an enlarged view of a portion of the web shown in FIG. 3,
illustrating the cover lifter in the down position, with attached
pull and stop ropes for lifting the lifter and thus the cover at an
axial location at which the load has not formed a load-peak in the
cover, but has formed a valley;
FIG. 5 is a perspective view showing lines tying two webs taut
across opposite walls of the car, and one of the cover lifters
thereon in a down position with the cover not yet transformed into
a lifter-peak; and the other one of the cover lifters thereon tied
by additional lines in an "up", cover-lifting and supporting
position which has transformed the cover into a three-dimensional
configuration having the lifter-peak;
FIG. 6 is an enlarged view of a portion of FIG. 5, with the cover
removed to show in more detail the cover lifter tied in the up
position;
FIG. 7A is an end view showing the cover lifter in an initial
lifting position;
FIG. 7B is a view similar to FIG. 7A (where for clarity of
illustration of the tie lines the cover is shown loose) showing the
effect of the weight of accumulated elements (such as snow or ice)
on the vertical height to which the cover is lifted by the cover
lifter, which effect is to move the lifter into more of a vertical
position to be better able to continue supporting the cover in an
element shedding position; and
FIG. 8 is a diagram illustrating the steps in a method according to
the principles of the present invention for providing lifter-peaks
at selected axial locations along the length of a load-carrying
vehicle, such as a standard railroad gondola car.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Loads 11 and Open Top Load-Carrying Vehicles 10
Referring to FIG. 1, there is shown one of many types of open-top
vehicles 10 which are designed for carrying loads 11. A depicted
gondola car 12 used on railroads is typical, in the sense of the
present invention, of ocean-going barges (not shown) and grain
trucks (not shown), for example, which are used to carry diverse
loads 11. Some loads 11, such as the loose material 15 shown, are
both loose and form piles 16 when dropped into the vehicle 10.
Typical loose materials 15 include grain, gravel, municipal waste,
ore, railroad ballast, scrap iron, and wood shavings, for example.
These are carried in gondola cars 12 having four foot high sides
17. Other loads 11 (not shown) include discrete rigid items (e.g.,
large machinery and rolls of steel), which take up less than all of
the space in the vehicle 10. These are carried in cars 12 having
five and one-half foot high sides 17, for example. In the rigid
load case, each discrete rigid item of the load 11 is in effect a
pile 16 in the vehicle 10. The depicted piles 16 of such loose
material 15 (or such items) may naturally form a peak 20 (which is
here called a "load-peak") which extends above a horizontal plane
21 (shown in dashed-lines in FIG. 1) formed by a top 22 or top
perimeter 23 (FIG. 3) of the vehicle 10 In each case, as used to
describe the present invention, the phrase "load 11" includes
materials 15 such as the loose loads 11, such discrete items, and
other things that form the pile 16 upon being placed in the
vehicle.
In describing the present invention, reference is made to the
gondola cars 12 as examples of load-carrying vehicles 10 which are
used when connected to other similar vehicles 10 (such as another
gondola-type railroad car 12). It is to be understood that problems
encountered in the loading of one of such cars 12 is compounded by
the fact that a group (not shown) of the cars 12 is assembled into
a unit, and not until after loading and applying a cover 26 over
each car 12 in the entire unit is the unit released from an
industrial track (not shown), for example, onto a yard track or the
main line (not shown). Thus, time saved in loading and covering
each individual car 12 enables the whole unit to be released
sooner.
In FIG. 1 a standard-size railroad gondola car 12 (appx. fifty-four
feet by ten feet) is shown having opposite ones of the sides 17,
opposite ends 28, and a longitudinal axis 31 along which there are
numerous axial positions or locations (indicated by arrows 32 ).
The tops 22 of the sides 17 and of the ends 28 define the
horizontal plane 21. The car 12 is shown carrying a load 11 of
loose material 15 which naturally forms the load-peak 20, having
sloped sides 33 leading to a lower part, or valley 36, below the
horizontal plane 21 (FIG. 3). The cover 26 is shown in FIG. 2 over
the load 11. The natural load-peaks 20 stretch the cover 26 as at
37, but the cover 26 initially (without wind load or snow thereon)
has a planar or flat surface in the horizontal plane 21 as shown at
38 in FIGS. 2 and 5. If permitted to remain as a planar surface,
the surface 38 will flap or will sag under the weight of
accumulating liquid, for example, as shown in FIG. 5 as
accumulation 38A.
Forming Lifter-Peaks 42 Using The Present Invention
The gondola car cover 26 is lifted to transform the planar surface
38 into a three-dimensional surface 39 (FIG. 5) characterized by
one or more lifter-peaks 42, which is a non-load-formed peak,
supplementing any load-formed peaks 20. For this purpose, a web 43
is quickly installed only at the axial locations 32 (FIG. 2) at
which there are the valleys 36 in the load 11. The web 43 is placed
on an axis (see line 44 in FIG. 3) transversely across the car 12
generally in the horizontal plane 21 of the perimeter 23 of the car
12. The web 43 supports a cover lifter 47 which is initially
(during placing of the cover 26 over the web 43 and the loaded car
12) in a flat position 48 (shown in FIG. 4 and on the right side of
FIG. 5) and generally in the horizontal plane 21. After placing the
web 43 tightly on the car 12, and then securely tying the cover 26
to the car 12 over the web 43, the cover lifter 47 is raised into a
lifting position 49 (shown in FIGS. 5 (left side), 6, 7A and 7B)
and causes the cover 26 to stretch in a controlled manner and form
the lifter-peak 42 at just the location(s) 32 at which the load 12
did not form the load-formed peak 20, but did form the valleys
36.
The Web 43 With The Cover Lifter 47
In one embodiment of the present invention, the web 43 is made from
fabric which is stronger and less yielding to stretching forces
than the cover 26. The web 43 is firmly tied to the car 12 in a
position extending parallel to the transverse axis (line 44 in FIG.
3) across the car 12. In such embodiment, the cover lifter 47 is in
the form of an I-beam 51 pivotally secured to the web 43. A pull
rope 52 tied to a top 53 of the I-beam 51 forces the I-beam 51 to
rotate and move an axially extending, but short, peak former tool
56 up against the tight cover 26. As a result, the peak former tool
56 stretches the tight cover 26 a controlled amount, and forms the
lifter-peak 42 therein at just the location 32 where it is needed.
Moreover, the lifter-peak 42 supplements, rather than duplicates,
any load-formed peaks 20 by forming the desired lifter-peaks 42
only at the axial positions 32 of the valleys, as selected by the
yard crew.
The Web 43
Referring to FIG. 3, a right end 28R of the gondola car 12 is shown
containing one of the valleys 36. The right hand dashed line 32 in
FIG. 2 identifies the axial (or longitudinal) location 32 along the
longitudinal length of the car 12 corresponding to this valley 36,
which is the location at which one of the cover lifters 47 of the
present invention may advantageously be selectively mounted on such
car 12 at the loading site. FIG. 3 shows one web 43 extending
parallel to the transverse axis 44 across the car 12 from one of
the sides 17 to the other side 17 aligned with the location 32. The
web 43 is made from multi-ply poly fabric material, such as nylon,
polypropylene, or polyethylene. On the other hand, the cover 26 is
made from only a single ply of the same or similar material, so
that the web 43 is much more resistant to stretching under forces
parallel to the axis 44 and to forces applied downwardly, such as
perpendicular to the plane 21. The web 43 also has a twelve inch
axial length A (along the longitudinal axis 31 of the car 12, which
is a width W transverse to the web's longitudinal axis 44). When
used with standard gondola cars 12 having a ten foot width T (FIG.
3), the web 43 is about thirteen feet long for the extent of its
twelve inch width W. At each end 61 of the web 43 there is a
tapered extension 62 which is about one foot long and terminates in
an eyelet 63. One end of a line 64 is tied to the eyelet 63, and
the other end of the line 64 is attached to an S hook 66 on the car
12 to render the web 43 taut and tightly secure the web 43 to the
car 12. With these characteristics, the taut web 43 forms a
platform 67 for supporting the cover lifter 47. Until the cover 26
is placed over the web, such width W of the web 43 in the axial
direction 31 of the car 12 provides the taut web 43 with an
effective amount of stability against twisting 68 (FIG. 3) on its
longitudinal axis 44. The web 43 is adapted to support the cover
lifter 47 in position vertically (FIGS. 6 and 7A) and against
rotation 68 on the transverse axis 44 by providing loops 71 at
locations 72 spaced in the direction of the longitudinal axis 31 of
the car 12. The loops 71 are shown in FIG. 4 spaced one inch from
edges 73 of the web 43, and each loop 71 is four inches wide by
about six inches long, for example. Each loop 71 is secured to the
web 43 as by sewing so as to leave an opening 74 sufficient to
tightly receive a cylindrical hinge bar 76 of the cover lifter
47.
The Cover Lifter 47
The cover lifter 47 is effectively two dimensional and is mounted
on the web 43 preferably before the web 43 is stretched into the
taut condition shown in FIG. 6. The cover lifter 47 is preferably
generally in the shape of the I beam 51, and includes a base in the
form of the hinge bar 76, which forms a pivot received in the loops
71 of the web 43 to rotatably secure the cover lifter 47 to the web
43. The hinge bar 76 is free to rotate around an axis 77 extending
parallel to the car axis 31. Such rotation is from the initial or
flat position 48 generally in the plane 21, to the peak-forming
(lifting) position 49. One end 78 of a column 81 is attached to a
mid-point 82 of the hinge bar 76. The column 81 has a length (see
arrow 83 in FIG. 7B which may vary, for example, according to the
height of a particular load 11. For example, if twelve inches is
selected as a desired elevation or height (see arrow 84 in FIG. 7B)
of the lifter-peak 42 to be formed, then the length 83 of the
column 81 would be longer than twelve inches, e.g., sixteen inches,
to allow the web 43 to stretch somewhat under the stress of the
tight cover 37 (see web 43 in FIG. 7B) and still provide a net
height 84 of twelve inches. The cover-engaging peak-former tool 56
of the cover lifter 47 is attached to another end 87 of the column
81. The tool 56 has a selected axial length (see arrow 88 in FIG.
6) that is short (e.g., twenty-four inches) relative to the axial
length (e.g., fifty-four feet) of the car 12.
Referring to FIG. 4, as noted, the cover lifter 47 is two
dimensional so that it generally lies in the plane 21 of the web 43
in the down position 48. In this manner, the cover 26 may be
tightly secured to the car 12 over the web 43 and the cover lifter
47. To enable the lifter-peaks 42 to be formed, the cover lifter 47
is provided with tie lines, including the pull rope 52 tied to the
tool 56 or to the upper end 87 of the column 81. The pull rope 52
is long enough to extend from the tool 56 and axially (see arrow 44
in FIG. 4) under the cover 26 to and over the side 17 of the car 12
(see FIG. 3 where the pull rope 52 is coiled prior to being tied).
The pull rope 52 extends over the side 17 long enough to be grasped
by one of the crew. The pivotal mounting of the hinge bar 76 in the
loops 71 allows the peak-former tool 56 and the column 81 to be
moved from the down position 48 in the plane 21 to the peak-forming
(lifting) position 49 shown in FIGS. 6 and 7A generally
perpendicular to the plane 21. For this purpose, the crew member
pulls on the pull rope 52 and rotates the hinge bar 76 on the axis
77. This causes the tool 56 to move upwardly under the cover 26 and
stretch the cover 26 as shown in FIG. 7A. The cover 26 continues to
be stretched as the pull rope 52 is pulled on. The column 81
eventually assumes the lifting position 49, which is a
near-vertical position (see FIG. 7A), and the tool 56 is spaced
above the web 43 by the length 83 of the column 81. Due to
anticipated stretch of the web 43 in response to applying the
controlled amount of stress on the cover 26 in lifting the cover
lifter 47, the elevation of the lifter-peak 42 will be less, such
as four inches less, than the length 83 of the column 81. Thus, the
pulling on the pull rope 52 performs a moving step (see FIG. 8,
step 107) to move the cover lifter 47 from the initial planar or
flat, down position 48 in the plane 21 to the peak-forming position
49 to cause the peak-former tool 56 to define the three dimensional
lifter-peak or surface 39.
The cover lifter 47 is also provided with a stop rope 91 for
limiting the extent to which the pull rope 52 may rotate the hinge
bar 76 on the axis 77. The stop rope 91 is tied or otherwise
securely fastened at one end 92 to the web 43, as at a point 93.
The other end 96 of the stop rope 91 is secured to the top end 87
of the column 81. As shown in FIG. 7A, with the column nearly
vertical (about five degrees past vertical), the stop rope 91 is
taut and functions to stop further rotation of the hinge bar 76 on
the axis 77. As shown in FIG. 7A, there is a distance "S" between
the point 93 and the hinge bar 76. This distance S is selected to
keep the column 81 vertical even though an accumulation 110 of some
of the elements, such as snow, may be slow in sliding down the
slopes 33 of the lifter-peak 42. Referring to FIG. 7B, the effect
of the weight of this accumulation 110 of the elements (such as the
snow) is shown as moving the cover lifter 47 from the ninety-five
degree lifting position (measured counterclockwise from the web 43)
into about a ninety-degree lifting position 49.
Method of Transforming Planar Cover 38 Into Lifter-Peak 42
In a further aspect of the present invention, a method is provided
for transforming one of the covers 26 having the completely or
partially planar cover surface 38 shown in FIGS. 2 and 5. The
surface 38 is either flat (as shown at the right end 28R of the car
12), or only partially flat (as shown by both the flat surface 38
and the load-formed peak 20 adjacent to one or more valleys 36).
Such planar or partially planar surface 38 is transformed into the
relatively complete three-dimensional surface 39 (by forming one or
more of the lifter-peaks 42). In this manner, such
three-dimensional surface 39 is formed by a combination of one or
more of the lifter peaks 42, and one or more of the load-formed
peaks 20 which the load 11 formed as a result of loading the car 12
with the materials 15. All of such peaks 20 and 42 extend to some
extent above the plane 21 and above the valleys 36. As transformed,
depending on the length of the car 12 and the nature and number of
the natural load-formed peaks 20, the three-dimensional surface 39
is to have at least one such lifter-peak 42 above the plane 21.
Referring to FIG. 8, the method of the present invention
contemplates a series of steps, step 101 of which involves placing
the load 11 in the car 12. In general, this naturally forms one or
more load-formed peaks 20 and one or more valleys 36, although some
materials 15 or load 12 may not extend at all above such plane 21.
In that event, the surface 38 is completely planar.
Referring to step 102, the load 11, the load-formed peaks 20, if
any, and the valley(s) 36 are observed and the axial location(s) 32
and the number of the valleys 36 are determined. Step 103 involves
placing one of the flexible, fabric webs 43 transversely across the
sides 17 of the car 12 at each axial position 32 at which it is
desired to define one of the lifter-peaks 42 (i.e., at a valley
36).
Considering one web 43, with the opposite ends 61 of the web 43
placed in the desired axial position 32, a stretching step 104 is
performed to stretch the web 43 and define the platform 67
generally in the plane 21 of the perimeter 23 of the yet-to-be
applied cover 26. Provided with the web 43, or in a separate
mounting step 103A there is provided, the two dimensional cover
lifter 47 on the web 43. The cover lifter 47 is initially
positioned generally in the plane 21 of the planar surface 38 (step
105), which is over a valley 36.
Upon placing the cover 26 on the car 12 (step 106), the cover 26
extends over the planar web surface 38 and over the cover-lifter 47
with the column 81 and the peak-former tool 56 thereof lying flat
on the web 43 in the plane 21 of the planar surface 38.
Pivotal mounting (e.g., the original mounting of the lifter 47 on
the web 43, or in separate step 103A) allows the peak-former tool
56 and the column 81 to be moved from the down position 48 in the
plane 21 of the planar surface 38 to the peak-forming (lifting)
position 49 generally perpendicular to the plane 21.
A moving step 107 then moves the cover lifter 47 from the initial
flat planar position 48 to the lifting or peak-forming position 49.
In such movement, the axially extending, but short, peak former
tool 56 of the cover lifter 47 moves up against the tight cover 26.
As a result of the known length 83, the peak former tool 56
stretches the tight cover 26 a controlled amount to apply a
controlled amount of stress to the cover and forms the lifter-peak
42 as part of the three dimensional surface 39. If such a
peak-forming tool 56 is placed along the car 12 at every valley 36,
then any natural load-peaks 20 combine with the one or more
lifter-peaks 42 to form a desired peak configuration which, for
example, tightens the cover 26 all along the length of the car 12,
minimizing looseness of the cover 26 and the resulting flapping
thereof as the car 12 rolls. These peaks 20 and 42 in the cover 26
also prevent or reduce the accumulation (shown as snow 110 in FIG.
7B and a puddle 38A of water in FIG. 5) on the cover 26, since the
slopes 33 formed by the cover lifter 47 start-above the plane 21
and assist in allowing water, for example, to flow off the cover
26.
In contrast to the prior cages (not shown) which had a standard
length, there is no "standard" length or use of the cover lifters
47 because they are completely independent of each other. In
greater detail, one or more of the cover lifters 47 may be used.
Thus, the ideal use of the peak-former tools 56 of the cover lifter
47 is determined only once the crew at the car-loading site
determines (1) the location(s) 32 along the axial length of the car
12 at which the lifter-peaks 42 are to be formed, and (2) thus how
many cover lifters 47 will be used. Further, although the dexterity
and experience, for example, of different members of a yard crew
may vary, in Applicant's experience, two reasonably experienced
people can perform steps 103 through 105 in no more than six
minutes on a standard size gondola car 12. Also, in about thirty
minutes three people can perform steps 103 through 107 using three
cover lifters 47 and one cover 26 to cover a load 11 in a standard
size gondola car 12. Notwithstanding variations in the dexterity
and experience, for example, of a reasonably experienced crew
trained to use the above-described cage and cover to cover a
similar car 12 and load 11, it appears to Applicant that three
people would take much more time to cover a similar load 11 using
such cage. With less amount of material provided as a part of the
web 43 and the cover lifter 47, it may be understood that when the
car 12 is to be unloaded, it is also relatively easy and quick to
uncover the car 12 and remove the web 43, which removes the cover
lifter 47 at the same time.
It is to be understood that the scope of the present invention is
to be defined by the appended claims and not limited by the
foregoing description, which describes the presently preferred ways
in which the present invention may be embodied. Numerous other
embodiments may be devised and still come within the scope of the
present invention.
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